Locomotive draft and stoker controlling system



April 15 1924.

A. U- TILLER LOCOMOTIVE DRAFT AND STOKER CONTROLLING SYSTEM.

Filed Jan. 4, 1922 I 2 Sheets-Sheet x inventor aflo'zucq April 15 1924.

A. u. TILLER LOCOMOTIVE DRAFT AND STOKER CONTROLLING SYSTEM W w v i z a V 1 Rm am MK Patented Apr. 15, 1924. v i

ATT

ARTHUR U. TILLER, OF RICHMOND, VIRGINIA.

LOCOMOTIVE DRAFT AND STOKER CONTROLLING SYSTEM.

Application filed January 4, 1922,

T (LU whom may concern:

Be it kiiown that ARTHUR U. TILLER, a citizen of the United States. residing at Richmond, in the county of Henrico and State of Virginia, has invented certain new and useful Improvements in Locomotive Draft and Stoker Controlling Systems, of

which the following is a specification.

This invention relates to draft and stoker regulating apparatus for railwaylocomotires and particularly to an automatic control system for the same.

The details and objects of the invention will appear as described in connection with the accompanying drawings and hereinafter set forth and claimed.

In the drawings forming a part ofthis specification, like characters of reference are used to designate the same parts in the five figures in which,

Figure 1 is a diagrammatic side elevation of a locomotive boiler partly in section, disclosing a control system in accordance with this invention,

Figure 2 is a fragmentary side elevation on an enlarged scale showing the stea'm-- dome of the locomotive and a portion of the system,

F igure 3 is an enlarged vertical sectional view ot a cylinder for operating the dampers in the smoke-box of the locomotive, and

Figures-4 and 5 are side elevations partly in section of fluid pressure operated valves adapted tor use in the system.

Reterring to the drawings, the system comprising the subject matter of this invention is shown. as being applied to a locomotive. the boiler 10, of which is represented in Figure l the steam-dome 11 has the usual steam pipe 12 for supplying steam to the engine "ydinders and steam is supplied to the cab by means of a steam pipe 13.

In the preferred arrangement, the smokebox 1.4; has a partition directing the combustion gases down through a grating damper L): from there the gases pass around the exhaust pipe 16 for the steam from the engine cylinders and an atmosphere draft tube '17 which is arrangedto extend upwardly and surround the exhaust pipe 16. The gases then pass up through the netting 18 and out the smoke-stack 19 as generally Cl1S* ignated by the series of arrows.

The damper 1S represented as being composed of a series of pivoted bars 20 Serial No. 526,961.

connected by short links 21 with an arm 22 which in turn is attached to the lower end of a rod 23. The upper end of rod 23 is connected to abell-crank lever 24 and an operating arm 25 attached to the other end of the crank is adapted to shift the bars 20 from closed to partly open and open positions. a

The draft tube 17 extends from the bottom of the smoke-box up to position about the same height as the exhaust pipe 16, and is adapted to direct a current of atmosphere up through the smoke-stack. At the lower end of the tube 17 is a damper 26 which is connected by means of a rod 27 and bellcrank 28 with the operating arm 25 for operating it.

Connections of the dampers 15 and 26 with the arm 25 are such that when the damper 15 is open damper 26 is closed and when damper 26 is open damper 15 is closed, or the dampers are both partly open for one operation of the arm. A. cylinder 29 for operating a lever 30 connected with the arm 25 is adapted to operate the dampers in the manner set forth.

The cylinder 29 which is represented on a larger scale in Figure 3, encloses a piston 31 having a connecting rod 32 extending therefrom for raising lever 30. Steam is admitted through a pipe 33 into the bottom of the cylinder. At the side of the cylinder is a bypass 34 having its lower port 35 arranged about half-way up the cylinder, at a height such that the dampers will be operated to their partly open positions, and the upper port 36 opens into the cylinder above the top of the piston. Any suitable type of fluid pressure operated valve 37 is placed in the bypass for closing it so that steam entering the cylinder 29 will force the piston to the top of the cylinder; the cylinder may be provided with a leak port so as to allow the rapid escape of steam upon the closing out valve 37. Valve 87 is connected to a steam pipe 39 so that whenever there is steam pressure in pipe 39 the valve will cut off the by-pass and will flow through a check valve &0 in the direction indicated and force the piston to the top of its stroke,*closing damper 15 and opening damper 26. However, when steam pressure is supplied by pipe 41 alone the by-pass is open and the piston 31 will ascend so as to open port 35, then there will be an equilization of steam pressure on the two sides of the-piston and it will be maintained in tlhe partially raised position, and thus maintain the dampers l5 and 26 in their intermediate position as disclosed in the variousfigures oi the drawings. The closing of valve 37 by steam pressure in ;p.ipe 39 will cause the gpiston to ascend from either of its lower positions to the top of its stroke.

Connectedwith the steam-dome by a pipe 42 is a pop valve governor 43 which is set to pass steam pressure into pipe 39 at a pressure slightly below the maximum pressure allowed in the boiler. Thus when the steam pressure in the boiler is excessive it operates to close valve 37 and force the piston 81 to its uppermost position closing damper 15 (i. e. to a position to cut the draft through the fire-box and tubes to a minimum), and opening damper 26 so as to prevent the boiler pressure reaching the popping off point. Steam pressure in pipe 39 passes also into pipe 44:, through a check valve 4:5 in a connection 46 (which may be omitted) between pipes 89 and it, or after passing check valve it can pass through pipes 41 and kl! into pipe This operates on a fluid pressure operated valve 48 for cutting oil the flow of steam through pipe 49 to a 'stolti ng engine (not shown). This valve is also closed 'wl-ien steam pressure is admitted through pipe ll for opertaing the dampers to their intermediate positions, as steam pressure is not required to be kept up when the locomotive is motionless or drifting, and there can be an economizing' of fuel at these times as well as when the pressure is excessive.

The pop valve governor 4:3, heretofore referred to, is shown in detail in Figure 2 and comprises a small pop valve 50 connected with the feeder pipe and a plunger valve 51. A connection 52 between the pop valve 50 and a cylinder 53 of valve 51 admits the exhaust from the pop valve into the cylinder forcing the piston 5% with the valve plunger 05 down against the tension of spring 56 opening the passage so as to admit steam into pipe 39. The pop valve may be set so as to open at any desired pressure, but of course it is preferably set so as to operate at as high a pressure as possible so that it will go ollat a pressure slightly less than that at which the locomotive pop valve 78 exhausts, as its main purpose is to prevent the steam pressure from rising to the popping off pressure.

Steam for operating the stohing engine is supplied from the steam pipe 13 to the pipe 49 heretofore referred to. A valve 57 is normally used to regulate the. operation of the stolring engine and may be set as desired, and the valve 48 comes into action for cutting the steam to the stoking engine oil automatically whenever there is steam pressure in pipe 4-1. A steam pipe er;-

tending forwardly of the locomotive is sup plied with steam from pipe 13 and may be cut oil and regulated by means of a suitable hand valve, such as a globe valve 59,

by the engineer in the cab. A blower pipe 60 is also supplied with steam from pipe 13, and by opening the valve 61, steam is admitted thereto and operates a suitable blower such as a nozzle 62 in the smoke-box adjacent to the stack.

Steam pipe 58 isconnected with the pipe ail which leads to the cylinder 29 for operating the dampers 15 and 26 to their intermediate posit-ions and closing valve 48 in the steam supply pipe to the stoker, also for supplying steam to the blower 62 for a limited time as hereinafter set forth.

A fluid pressure operated valve. 63, as

shown in Figure l, is connected in pipe 58.

This valve comprises a plunger G l and pis ton 65 in a cylinder 66 adapted to be closed by steam pressure in the cylinder working against a spring 64; the piston 65 is provided with a leak port 65 which will allow it to return to its normal position as qickly as possible when the steam pressure behind it iscut oil'. The valve shown in the draw ings for purpose of disclosure is a preferred form and is substantially the same as valves 37' and -l8 and similar in construction to valve 51 which opens by fluid pressure instead of being closed thereby. Steam pressure is supplied to valve 63 through a pipe connected therewith and with the steam pipe 12 which leads from the throttle valve 68 in the steam-dome to the engine cylinders (not shown). Thus, whenever the throttle valve 68 is open, steam pressure operates to close valve 63 thereby fully opening damper 15, closing damper 26 and allowing valve 48 to open for passing steam pressure to the stoking engine.

A second fluid pressure operated valve 69 is connected in pipe 58 adjacent to the blower 62. This valve. as shown in the detail, Figure is similar to valve 5 and adapted to be opened by fluid pressure. Steam for opening this valve is supplied tl-rrough pipe 70 which is connected with pipes 60 and '71 for receiving steam pressure from the blower pipe upon opening of valve 61 or from pipe 67 during the time the throttle 68 is open. The piston 72 for opening this valve is provided with a small leak port 73 which may be adjusted so as to maintain the valve open for a predetermined time after shutting off the steam pressure in pipe 70, and a check valve 7% maintains the steam in the cylinder. Check valves 75 and 76 in pipes 7 and 70 respectively are provided for preventing steam from passing from one of the pi s to the other. and will permit the operation of both fluid pressure valves 63 and 69 by steam pressure from either source. A check valve 77 in pipe prevents Steam from pipe from operating the piston in cylinder 29 and closing valve 48.

In the operation of the system, while the locomotive is standing still, steam pressure in the pipe 58 passes through valve 63 into cylinder 29 and maintains the dampers in their intermediate positions, and operates valve d8 to shut off the steam supply from pipe 13 through pipe L9 to the stokingengine. Upon opening the throttle valve 68 to start the engine the steam pressure passing through pipes 12 and 67 closes valve 63 cutting off steam in pipe 58 and allowing valve l8 to open and piston 31 in cylinder 29 to drop to its lowest position so as to open damper 15 and close damper 26. The cylinder of valve 69 is immediately charged with steam through pipes 71 and and opens for steam to pass through pipe 58 to the blower 62 for a short interval after valve 63 is again opened by closing the throttle 68 when the locomotive is drifting or stopped. Thus the blower 62 starts to operate and operates for a time while valve 69 is held open by the fluid pressure and until the valve closes due to the escape of the fluid through the leak port 73 in piston 72, after the shifting of the dampers, to cause a draft up the smoke-stack so as to draw the combustion gases from the boiler tubes and force them out the stack until the fire has cooled down some; these hot gases would otherwise have detrimental results in returning through the fire tubes and tire box which is overcome by the operation of the blower in this manner.

At any time the engineer desires to fireup, he supplies steam to the blower by opening valve 61. Steam pressure in pipe 60 closes valve 63 and opens valve69 in the same manner that the opening of the throttle valve 68 does. The damper 15 is opened and 26, closed, valve 48 is opened for operating the stoking engine and the blower 62 is operated at the same time. The closing of valve (31 shifts the dampers, operates valve e8, andallows steam to pass from pipe 58 to the blower 62 until valve 69 closes.

In case the boiler pressure should reach too great a pressure at any time, the pop valve 50 will open valve 51, and steam pressure passing through pipes 39 andtlwill close damper 15, open damper 26 and shut off the steam supply to the stoking engine through valve 48 until the pressure of the boiler has decreased below the critical pressure and prevent the locomotive from popping off.

The many advantages of the herein described invention will readily suggest themselves to those skilled in the art to which it appertains.

It is to be understood that the invention relates to a system which employs fluid pressure in parts, and various devices set forth, and is not limited to the exact details of construction shown and described, and that the disclosures in the drawings is for the purpose of illustrating one preferred embodiment thereof, as it is manifest that various changes may be made in the exact constructions and particular arrangements of parts without departing from the spirit of the invention, hence the right is reserved to make such changes, or modifications, as may fairly fall within the scope of the ap pended claims when fairly construed.

lVhat is claimed as the invention, and is desired to be secured by Letters Patent is:

1. In combination with the smoke box of locomotive having an exhaust pipe for steam from the engine cylinders therein and a smoke-stack, a draft tube extending upwardly from the bottom of the smoke box and surrounding said exhaust pipe, a damper at the lower end of said tube, and means, for maintaining the damper closed and for opening it for allowing a current of atmosphere to enter and pass upwardly through the smoke-stack.

2. In combination with a smoke box of a locomotive h, ving a smoke-stack extending above it, a damper in the entrance to the smoke box from the boiler fire tubes, and a second damper to a passage in the bottom of 1 connection between the two dampers whereby when one damper is fully opened the other is closed, and means dampers.

l. In combination with a boiler and smoke box of a locomotive, a damper between the boiler tubes and the smoke box, a damper for an air draft passage in the smoke box, fluid pressure means for ope *ating the dampers for opening one and closing the other, and fluid pressure means for operating both dampers to an intermediate position.

5. In combination with a boiler and smoke box of a locomotive, a damper between the boiler tubes and the smoke box, a damper for an air passage in the smoke box, means for opening the damper between the boiler tubes and smoke box and closing the damper in' the air draft passage when the engine throttle is opened, and means for shifting said dampers when said throttle is closed.

6. In combination with a boiler and a smoke box of a locomotive, a damper between the boiler tubes and the smoke box, a

for operating said I damper for an air passage in the smoke box, means for opening tlr damper between the boiler tubes and smoke box and closing the damper in the air draft pas go when the engine throttle is opened, means tor shitting said dampers when said throttle is closed, and manually operated means for opening the first named damper and closing the second damper during the tii-ne when said throttle is closed.

In combination with a boiler and snake box of a locomotive, a (litlllpO-T be-tw e in the boiler tubes and smoke box, a dan rper for an air passage in the smoke box, means for opening the damper between the boiler tubes and smoke box and closing the damper in the air draft passage when the engine throttle is opened, means for shifting said dampers when the throttle is'closed, and means for closii'ig the first named damper and opening the second damper at any time during the operation of the boiler when the steam pressure therein becomes excessive,

8. In combination with a boiler and smoke box of a locomotive, a damper between the boiler tubes and smoke box, a damper for an air passage in the smoke box, means for opening the damper between the boiler tubes and smoke box and closing the damper in the air drait passage when the engine throttle is opened, means for shitting said dampers when the throttle is closed, means for closing the first named damper and opening the second damper at any time during the open ation of the boiler when the steam pressure therein becomes excessive, and manually operated means for etteeting a shifting of the dampers so as to open the first damper and close the second at any time when the boiler is working below an excessive pressure.

9. In a device for shifting dampers, a cylinder having a piston therein, a connection with the bottom of the cylinder for admitting fluid pressure for raising said piston from the lower end of its stro e to an intermediate position and to an upper position, and means for rendering the fluid pressure in the cylinder inoperative for raising said piston above its intermediate position to the upper position of its stroke.

10. In a device for shifting dampers, a cylinder having a piston therein, a connection with the bottom of the cylinder for admitting fluid pressure for raising said piston "from the lower end of its stroke to an intermediate position and to an upper position, said cylinder having a bypass in its side for equalizing the pressure on the two sides of the piston and preventing it from rising above its intermediate position, and fluid pressure means for closing said by-pass so that the piston will be raised to its upper position.

11. In a safety governor for locomotives for regulatin the operation of the fire in the boiler, a pop valve and a fluid pressure operated valve connected so as to receive steam pressure n-om the boiler, and a connection between the discharge of the pop valve and the fluid pressure valve for opening the same for allowing the passage of steam pressure through the valve when the steam pressure exceeds the popping off pressure of the pop valve.

12. In combination with a locomotive, a blower in the smokoboX thereof, a steam pipe. connected with said blower, a normally open fluid pressure operated valve in said pipe adapted to be closed by steam pressure, a second fluid presure operated valve in said pipe normally closed and adapted to be opened when steam pressure closes the first na-n'ied valve, and means for retarding the closing of the second valve tor some time after the opening of the first valve tor allowing the passage of steam through the pipe to the blower tor a limited time.

=13. In combination with a locomotive, a blower in the smoke bo'v thereof, a steam pipe connected with said blower, a normally open fluid pressi-ire operated valve in said pipe adapted to be closed by steam pressure, a second fluid pressure operated valve in said pipe normally closed and adapted to be opened when steam pressure closes the first named valve, means for retarding the closi'ng'of the second valve for some time after the opening of the first valve for allowing the passage 01" steam through the pipe to the blower for a limited time, a second steam pipe connected with said blower, a valve in said pipe adapted to be operated in the locomotive cab for allowing the passage of steam to the blower, and aoonnecti'on from said steam pipe for operating said fluid pressure operated valves.

lat. In combination with a locomotive, a blower in the smoke box thereof, a steam pipe connected with said blower, and means for allowing the passage of steam to said blower for a predetermined time after the closing of the engine throttle valve.

15. In combination with a locomotive. a blower in the smoke box thereof. means for 'reiidering said means inoperative during the time the engine throttle valve is open, means for automatically operating; the same for a predetermined period atter closing theengine throttle valve, and manually controlled means in the locomotive cab for operating said blower.

16. In combination with a locomotive having' a steam pipe for supplying st am to a stoking engine, means for cutingr off said steam supply to the stoking engine automatically, manually operated means for rendering said automatic means inoperative so that steam pressure can be supplied to the stoking engine at any time when the steam pressure in the boiler is not excessive, and a second means for cutting off the steam supply to the stoking engine when the pressure in the boiler is excessive.

17. In combination with a locomotive having a stoking engine, means for controlling the steam supply to the stoking engine automatically controlled by the locomotive throttle, and means for cutting off the steam supply to the stoking engine when the pressure in the boiler is excessive.

13. In combination with a locomotive equipped with draft regulating devices and a stoking engine, a controlling system for automatically controlling the steam supply to the stoking engine controlled by the locomotive throttle, and means operated by said system for controlling the draft regulatioir 19. In combination with a locomotive equipped with draft regulating devices and a stokingengine, a controlling system for automaticially controlling the steam supply to the stoking engine controlled by the locomotive throttle, means operated by said system for controlling the draft regulation, and means in the system for shut-ting off the steam supply to the stoking engine and cutting the draft to a minimum when steam pressure in the locomotive boiler is excessive;

20. In combination with a locomotive equipped with draft regulating devices and with a stoking engine, a controlling system for said stoking engine and draft devices operative to supply steam to the stoking engine and give a maximum draft when the locomotive throttle is open and to cut down on the draft and close the steam supply for operating the stoking engine when the locomotive throttle is closed.

21. In combination with V a locomotive equipped with draft regulating devices and with a stoking engine, a controlling system for said stolring engine and draft devices operative to supply steam to the stoking en giue and give a maximum draft when the locomotive throttle is open, to cut down on the draft and close the steam supply for operating the etching engine when the locomotive throttle is closed, and to force a draft for a predetermined time following the closing of the engine throtle.

22. In combination with a locomotive equipped with draft regulating devices and with a stoking engine, a controlling system for said stoking engine and draft devices operative to supply steam to the stoking engine and give a maximum draft when the locomotive throttle is open, to cut down on the draft and close the steam supply for operating the stoking engine when the locomotive'throttle is closed, and to supply steam to a draft blower for a predetermined time following the closing of the locomotive throttle.

23. In combination with a locomotive cquipped with draft regulating devices and with a sto-king engine, a controlling system for said stoking engine and draft devices having means for supplying steam to the stoking engine and giving a maximum draft when the locomotive throttle is open, means for cutting down on the draft and closing the steam supply for operating the stoking engine when the locomotive throttle is closed, means for supplying steam to a draft blower for a predetermined time following the closing of the locomotive throttle, and

manually operated means connected with the system supplying steam to the stoking engine and draft blower and opening the drafts to a maximum simultaneously.

24. In combination with a locomotive equipped with draft regulating devices and with a stolring engine, a controlling system for said stoking engine and draft devices having means for supplying steam to the stoking engine and giving a maximum draft when the locomotive throttle is open, means for cutting down on the draft and closing the steam supply for operating the stoking engine when the locomotive throttle is closed, means for supplying steam to a draft blower for a predetermined time following the closing of the locomotive throttle, manually operated means connected with the system for supplying steam to the stoking engine and draft blower and opening the drafts to a maximum simultaneously, and means in the system for cutting off the steam supply to the stoking engine and cutting the draft to a minimum at any time the steam pressure in the locomotive boiler becomes excessive.

25. In combination with a locomotive equipped with draft regulating devices and with a stoking engine, a controlling system for said stoking engine and draft devices having means for supplying steam to the stoking engine and giving a maximum draft when the locomotive throttle is open, means for cutting down on the draft and closing the steam supply for operating the stoking engine when the locomotive throttle is closed, manually operated means connected with the system for supplying steam to the stoking engine and opening the drafts, and means in the system for closing the steam supply to the stoking engine and cutting the draft to a minimum at any time the steam pressure in the locomotive becomes excessive.

26. The herein described method step of an automatic regulation of locomotives comprising the checking of the drafts upon the closing of. the engine throttle and operation of a blower in the smoke box thereafter for a predetermined time. v

27.111 combination with a smoke b0 of a locomotive, having an air passage leading 5 into it and a smoke-stack extending above it, a damper in the smoke box "for controlling the draft through the locomotive broiler and a damper for said air passage for allowing a current of air to enter the smoke box forward: of the first said damper and pass 10 through the smokestack.

In testimony whereof he zrfiixes his sigma tore.-

ARTHUR U. TILLER. 

